End construction for railway-cars.



PATENTED NOV; 20, 1906.

E. I nouns. END CONSTRUCTION FOR RAILWAY CARS.

APPLICATION SILED AUG.18, 1906.

3 SHEETS-SHEET 1.

No. 836,373. PATENTED NOV. 20, 1906.

E. I. DODDS.

END CONSTRUCTION FOR RAILWAY CARS.

APPL IOATION FILED AUG,18, 1906.

3 SHEETS-SHEET 2.

PATELITED NOV. 20, 1906.

tNo. 836,373.

E. I. nouns. Y END'GONSTRUGTION FOR RAILWAY-CARS.

APPLICATION FILED AUG. 16, 1906.

3 SHEETS-$131131 3 UNITED STATES PATENT oFFIoE.

ETHAN I. DODDS, OF PULLMAN, ILLINOIS, ASSIGNOR TO THE PULLMAN COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

END CONSTRUCTION To all whom it may concern: I

Be it known that I, ETHAN I. Donns, a citizen of the United States, residing at Pullman, in the county of Cook and State of Illinois, have invented certain new and useful Improvementsin End Constructions for Railway-Cars, of which the following is a specification.

My invention concerns the end construction of cars, and more particularly relates to I the end stakes and manner of fastening them to cooperating parts. Owing to the outward pressure of the lading within the car-body and to its tendency to bow or bulge out the end of the car-body by sudden stopping and starting of the train, it becomes desirable to provide some especially firm and strong means to maintaln the end wall in proper position. Since the outward "strain on the end stakes is least at their tops and graduallyl increases downwardly, it is evident that for economy of metal the'stakes shouldv be tapered,'being.wides t or thickest at their bases or roots. inner edge of the stake affords convenient means for attachment to the wall and as a buffer or striking plate may be readily held in position by flanges on the outer edges of the stakes, I use stakes whose roots are of channel-section, while the upper parts of the stakes are of angle-section, 1 with one outstanding leg tapered toward the end wall. The anchorage of the bases of these stakes is an important feature, and to secure an especially rigid and stron connection I extend the longitudinal sills o the car,which preferably have vertical webs, beyond the end wall and rivet'the roots ofthe stakes to'the-protruding ends of the sills web to Web. To the short outer flanges of. the pair of stakes at each end of the car I rivet a buffer or striking bar or plate and also an end late, whichis suitably bent and provided wlth. ears to enable it to be attached to the stakesabove the sills and to a transverse an le-bar located across and above the longitudinal sills, which may be the center or draft beams. The buffer bar or plate is therefore positioned in .frontof the ends of'the draft-beams, being indirectly fastened to them through thestakes. I y In the accompanying drawings,which form.

a part of this'speciflcation, and on which the 1 same reference charactersrefe'r to the same Inasmuch as a flange along the FOR RAILWAY-CARS- Patented. Nov. 20, 1906.

parts throughout, I have illustrated the preferred embodiments of my invention.

Figure 1 is a perspective view of an end of a railway box-car built in accordance with my invention. Fig. 2 is an enlarged perspective view of the end construction of the car." Fig. 3 is a plan View of the structure shown. in Fig. 2. Fig. 4 is a perspective view of the end of one of the center or draft sills, and Fig. 5 is a perspective showing of a modified form of end plate.

A car embodying my invention preferably haschannel center or draft sills; but beams of Z or other section may be used." When channel-sills 10 are used, they are spaced 7 apart, as is usual, with their top and bottom flanges 11 and 12 extended outwardly, and an end portion of their top marginal flanges 11 is cut away, as at 13, to accommodate the'end stake. These center or draft beams project beyond the end Wall 14 ofthe car-body 15, which may be'a box, hopper, or gondola structure.

For end stakes I prefer to use channelbeams, part of one flange and a tapering poringthe supporting-means for the end wall of the car-body. Above the center or draft sills 10 eachstake has an outstanding leg 18, tapered to conv rge upwardly toward the flange 17 and e d wall 14. At its lower end each stake has a Web 19, which forms an eX- tension or prolongation of the leg 18, the web having on its outer'edge the comparatively short flange 20. Two of these upright end stakes are provided at each end of the car,'

and their roots are securely fastened to the vertically-disposed projecting webs of the center-or draft sills 10 by means of rivets 21,

In the drawings each end.

IOO

the connection being web to web, the web of j the stake lying against the outer face of the 1 corr'es onding center beam or sill and extend ing su stantially down to the flange 12. Rivets 22 secure the flange 17 of each stake to the web of the channel endsill 23, WhlOh. e:

tends from the corresponding corner of; tlw

-'car'to the center sill, while an additional rivet 24 fastens the same stake-flange to the vertical leg of a cross an lebar 24,0xtendi'ng across :the full width of the car above channel end sills 23 and center sills 10.

Eachend of the car has a face or'end plate 25, with lateral ears 26 riveted to the outer short flanges of the pair of end stakes 16, and in addition each plate has a pair of upstanding gars 27, riveted to-the tapered legs 18 of the stakes, and a similar ear or lug 28, secured to anglebar 24. The lowerpart of plate 25 has a rectangular opening 29 to permit the coupler shank to pass therethrough and to support the latter. I bolt to the two flanges l2of the center sills a coupler-carrier anglebar 30, faced on its upper surface with a wear ingrplate or bar 31.

- 0 receive the blows incident to coupling and switching cars, I. provide a buffer or striking bar 32, which lies in front of the ends of the draft-beams 10' and the faceplate 25. Butler 32 is held in place by bein riveted to the outer flanges 20 of the end sta es.

Instead ofhaving the upturned ears 27 and '28 of the end plate 25 separated they maybe united together dlrectly,'as by being pressed up from a plate 25, Fig.i5., so as to form a continuous rim comprising side ears 27 andthe back or connecting ear or strip 28*.

By this construction a very secure and rigid structure is secured. The end stakes are firmly and effectively fastened to thevertically-disposed webs of themain center sills, while their short outer flanges afford convenient means to which to rivet the end late and buffer, the inner flanges of the sta res being fastened to the end wall of the car-body,

whereby the latter is maintained in place and bul ing or bowing thereof outwardly is en tire y prevented. Since the outstanding legs of the stakes which are disposed at right angles to the car-body end wall are tapered,

' ing a vertical plate portion, and an upright only of said stake hayin end stake fastened to said end wall, the root a web with flanges on its opposite edges, said stakewveb being secured to the vertical plate portion of said sill, substantially as described.

2. In a railway-car, the combination of an end wall of a car-bod y, a lon itudinal sill having avertical web, an uprig t end stake fastened to said end all, the root only of said stake being of channel-section, the web of said stake-root being secured to the vertical web of said longitudinal sill, substantially as described.

3. Ina railway-car, the combination of an end wall of a car-body, a longitudinal channel-sill with its web disposed vertically, a tapered upright end stake fastened to said end .wall, the root only of said stake being of channel-section with its'web riveted to the vertical web of said longitudinal sill, substantially as described.

4. In a rai.lway-car,the combination of an end wall of a car-body, a longitudinal sill pro jecting beyond said end Wall and having a vertical plate portion, an upright end stake fastened to said end wall, the root only of said. stake having a web with flan es on its opposite edges,said stake-root we being secured to the" protruding vertical plate portion of said longitudinal sill, substantially as described.

' 5. In a. railway-oar, thecombination of an I end wall of a oar-body, a longitudinal sill projecting beyond said end wall, said sill having its web disposed in a vertical plane, a tapered upright end stake fastened to said end wall, the root only of saidstake being of channel-section, the web of said root lying against and being riveted to the protruding web. of. said sill, substantially as described.

6. In a railway-car, the combination of an end wall of a car-body, a longitudinal sill projecting beyond said end wall, said sill having a vertical web, an upright end stake having a flange extended substantially the full length r of the stake fastened to said-end wall, and a tapered leg projecting outwardly from said end wall, said leg at its root end only being a web having on its outer edge a short flange, the web of said stake being riveted to the pro jecting web of said sill, substantially as described.-

7. In a railway-car, the combination of an end wall of a car-body, a pair of longitudinal sills with vertical webs, s'aid sills projecting beyond said end wall, a pair of end stakes which at their lower ends only have webs with op osite marginal flanges, the webs of said sta es being riveted to the protruding webs of said longitudinal sills, the inner flanges of said stakes being fastened to'said end wall, and a buffer lying in front of the ends of Stld'SillS and fastened to the outer flanges of-said end stakes, substantially as described. I,

8. In a railway-car, the combination of an end wall of a ear-body, a pair of longitudinal sills with vertical webs, said sills projecting beyond said end wall, a pair of end stakes fastened to said end wall, said stakes at their lower or root ends only having webs with op posite marginal flanges, the webs of said stakes being riveted to the protruding webs said end wall and the webs of the stake-roots of said sills, a transverse bar, and an end or cover plate having ears riveted to the outer flanges of said stakes, other ears riveted to the odies of said stakes above said longitudinal sills, and an additional earriveted to saidtransverse bar substantially as described.

9, In a railway-car, the combination of an end Wall of a car-body, a pair of longitudinal channel-sills placed with their webs vertical, said sills projecting beyond said end wall, a pair of end stakes of channel-section at their roots and angle-section for the remainder of their length, said stakes being fastened to being riveted to the protruding webs of said sills, a transverse bar above said center sills, an end plate having ears riveted to the outer flanges ofthe roots of said stakes to the legs of the angle-sections of said stakes, and to 1 said transverse bar, and a bnfi 'er lying in front of the ends of said longitudinal sills and riveted to the outer flanges of the channelroots of said stakes, substantially as described.

10. In a railway-car, the comblnation of an end wall of a car-body, a pair of longitudinal sills with vertical plate portions projecting beyond said end wall, a pair of end stakes, each having a flange along its inner edge fastened to said end wall, and a plate portion projecting outwardly from said end wall, said plate portion being fastened at its lower end to a face'of one of said sills and having a flange along its outer edge, the top edge of said outer-flange being approximately at the level of the tops of said sills, and a butler se cured to said outer flanges, substantially as described.

ETHAN l. DODDS.

-Witnesses WALTER M. FULLER, FREDERICK O. Goonwnva 

